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85-23-51 R1: 85-23-51 R1 BOEING VERTOL COMPANY: Amendment 39-5253. Applies to Boeing Vertol Model 234 series helicopters certificated in any category. Compliance is required as indicated unless already accomplished. To prevent possible hazards in flight associated with a cracked main rotor head vertical hinge pin, accomplish the following: (a) Prior to further flight, conduct a visual inspection of the forward and aft main rotor head vertical hinge pins, P/N 114R2172-1, internal surface with a light assisted bore-scope for cracks. (b) After the initial inspection of paragraph (a), repeat the inspection prior to the first flight of each day. (c) Within the next 150 hours time in service from March 31, 1986, conduct an eddy current inspection of the internal surfaces of the forward and aft main rotor head vertical hinge pins, P/N 114R2172-1, in accordance with the instructions contained in Boeing Vertol Document D210-12089-1 titled "Eddy Current Inspection Requirements for Detection of Cracks in P/N 114R2172, Vertical Hinge Pins." Upon accomplishment of this paragraph, the daily bore-scope inspection of paragraph (b) may be eliminated. (d) Within the next 500 hours time in service from March 31, 1986, remove from the helicopter the main rotor head vertical hinge pins and conduct a magnetic particle inspection in accordance with Boeing Airplane Company document BAC 5424 titled "Magnetic Particle Inspection" Class B. (e) Remove from service vertical hinge pins found cracked and replace with a serviceable part prior to further flight. (f) Any alternate method of compliance with the AD which provides an equivalent level of safety may be used when approved by the Manager, New York Aircraft Certification Office, Federal Aviation Administration, 181 South Franklin Avenue, Valley Stream, New York 11581. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Vertol Company, Boeing Center, P.O. Box 1858, Philadelphia, Pennsylvania 19142. These documents may also be examined at the Office of the Regional Counsel, FAA Southwest Region, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas 76106. This amendment becomes effective March 31, 1986, as to all persons except those to whom it was made immediately effective by telegraphic AD T85-23-51 issued November 20, 1985, which contained part of this amendment.
91-26-03: 91-26-03 AIRBUS INDUSTRIE: Amendment 39-8114. Docket No. 91-NM-129-AD. Applicability: Model A300, A310, and A300-600 series airplanes equipped with BF Goodrich emergency evacuation slides and/or slide rafts, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent non-deployment of the emergency evacuation slides and/or slide rafts during an emergency evacuation, accomplish the following: (a) Within 120 days after the effective date of this AD, accomplish the following in accordance with Airbus Service Bulletins A300-25-434 (for Model A300 series airplanes), A300- 25-6028 (for Model A300-600 series airplanes), and A310-25-2054 (for Model A310 series airplanes), all dated October 22, 1990, as applicable: NOTE: These service bulletins reference BF Goodrich Service Bulletin 25-230, dated July 20, 1990, for additional instructions. (1) Perform a visual inspection of release pin lanyard assemblies forrelease pins in the early configuration, unauthorized modifications, and incorrect installation and operation. Prior to further flight, replace release pin lanyards in the early configuration, unauthorized modifications, or incorrectly installed or damaged release pin lanyards, if found. (2) Perform a visual inspection of lanyard cables for evidence of fraying. If frayed lanyards are found, replace the lanyards prior to further flight. (b) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. (d) The inspections and replacements required by this AD shall be done in accordance with Airbus Service Bulletins A300-25-434 (for Model A300 series airplanes), A300- 25-6028 (for Model A300-600 series airplanes), and A310-25-2054 (for Model A310 series airplanes), all dated October 22, 1990. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. (e) This amendment (39-8114, AD 91-26-03) becomes effective on January 27, 1992.
2016-07-07: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757 airplanes. This AD was prompted by fuel system reviews conducted by the manufacturer. This AD requires modifying the fuel quantity indication system (FQIS) wiring to prevent development of an ignition source inside the center fuel tank. We are issuing this AD to prevent ignition sources inside the center fuel tank, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
56-03-03: 56-03-03 NAVION: Applies to All Models. Compliance required as indicated. Cracks starting at the wing centerline attaching bolt hole in the wing rear spar junction fittings (P/N 145-14070) at wing Station O have been found on a number of Navion aircraft. To correct this, it will be necessary to inspect all Navions for this condition as soon as practicable but not later than May 1, 1956. Access to these fitting may be gained through the main wheel wells. If no cracks are found, 3/16-inch thick 1010 steel (or equivalent) end plates, properly radiused for a snug fit, should be installed in each fitting prior to the next 50 hours of flight time. If cracks are found, they should be stop-drilled with a No. 60 (0.040 drill and the end plates as described above should be installed prior to the next flight. No further inspections will be necessary upon installation of these end plates. (Ryan Navion Service Bulletin No. 23 dated December 5, 1955, covers this same subject.)
50-06-01: 50-06-01 BELL: Applies to All Model 47D1 Helicopters. Compliance required not later than March 31, 1950. Ventral fin installation, Bell P/N 47-267-058 should be replaced by the revised ventral fin and fixed tab installation, Bell P/N 47-267-063. The new installation is designed to eliminate the possibility of those fatigue failures which have been experienced in the old design. Upon completion of the above modifications, the inspections required by AD 49-34-02 may be discontinued. (Bell Service Bulletin No. 71 covers the same subject.)
2001-01-09: This amendment supersedes an existing airworthiness directive (AD), applicable to all Airbus Model A330-301, -321, and -322 series airplanes; and Model A340-211, -212, -213, -311, -312, and -313 series airplanes. The existing AD requires repetitive replacements of the yaw damper actuator installed on active position with a new or overhauled actuator. This action adds a requirement, for certain airplanes, to install upgraded flight control primary computers, which terminates the requirement for the repetitive actuator replacements for those airplanes. This action is necessary to prevent hydraulic leakage from the yaw damper actuator installed on active position, due to premature wear of the dynamic seals between the actuator piston and the piston bearing. Hydraulic leakage could lead to the complete loss of the green hydraulic circuit, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2016-07-10: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 787-8 and 787-9 airplanes. This AD requires revising the airplane flight manual (AFM) to instruct the flightcrew to avoid abrupt flight control inputs in response to sudden drops in airspeed, and to reinforce the need to disconnect the autopilot before making any manual flight control inputs. This AD was prompted by reports indicating that in certain weather conditions with high moisture content or possible icing, erroneous low airspeed may be displayed to the flightcrew before detection and annunciation via engine-indicating and crew-alerting system (EICAS) messages. We are issuing this AD to ensure that the flightcrew avoids abrupt pilot control inputs in response to an unrealistic, sudden drop in displayed airspeed at high actual airspeed. Abrupt pilot control inputs in this condition could exceed the structural capability of the airplane.
2010-21-08: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Some cases of failure of engine oil dipsticks, installed on Pratt & Whitney Canada (P&WC) PT6A66 and PT6A66B engines, were detected on P.180 aeroplanes; such failures, due to moisture penetration into the dipstick and subsequent corrosion, can cause incorrect reading of the engine oil low level on the Refuel/Ground Test Panel. If left uncorrected, this situation could lead to in-flight engine failure(s). We are issuing this AD to require actions to correct the unsafe condition on these products.
2002-16-08: This amendment supersedes an existing airworthiness directive (AD), that is applicable to Pratt & Whitney (PW) JT8D models -209, -217, -217A, -217C and -219 turbofan engines. That AD currently requires initial and repetitive fluorescent magnetic particle inspections or fluorescent penetrant inspections of the combustion chamber outer case (CCOC) for cracks, and, if necessary, replacement with serviceable parts. Also that AD requires a one-time material verification of drain and Ps4 bosses, and, if necessary, replacement with serviceable parts. Finally, that AD requires replacement of CCOC's with welded-on bosses with improved, one-piece CCOC's. This amendment requires lower initial inspection thresholds for all CCOC's installed in any JT8D model -209, -217, -217A, -217C or -219 turbofan engine. This amendment is prompted by reports of cracked CCOC's that had accumulated fewer cycles in service than the initial inspection thresholds required by the current AD. Also, a CCOC partnumber was discovered with incorrect material not identified by serial number in JT8D Alert Service Bulletin (ASB) A6359, Revision 2, dated July 31, 2000. The actions specified by this AD are intended to prevent uncontained failure of the CCOC, which could cause release of debris, damage to the airplane, or fire.
89-09-06: 89-09-06 BRITISH AEROSPACE: Amendment 39-6193. Applicability: All Model BAC 1-11 200 and 400 series airplanes, on which British Aerospace (BAe) main landing gear support structure Modification PM3070 is installed and Modification PM5928 has not been installed, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent collapse of a main landing gear, accomplish the following: A. Perform initial and repetitive ultrasonic and eddy current inspections of the main landing gear support beams at initial times and repetitive intervals shown in Table I of this AD using procedures in BAe Alert Service Bulletin 57-A-PM6000, Issue 2, dated February 17, 1988. TABLE I Airplane Identification Modification PM6000 Accomplishment Status Initial Inspection Compliance Time Repetitive Compliance Time Interval After Initial Inspection Serial Numbers up to and including 402 Not Accomplished Whichever occurs later: -within 300 landings after July 30, 1987, (the effective date of AD 87-13-03, Amendment 39-5654); or -within 3 years since installation of new left and right main support beams. Ultrasonic inspection: at intervals not to exceed 12 months. Eddy current inspections: at intervals not to exceed 36 months. Airplane Identification Modification PM6000 Accomplishment Status Initial Inspection Compliance Time Repetitive Compliance Time Interval After Initial Inspection Serial Numbers 403 and subsequent Not Accomplished Whichever occurs later: -within the next 300 landings after July 30, 1987 (the effective date AD 87-13-03 Amendment 39-5654); or -within 6 years since new; or -within 6 years since installation of new left and right main support beams. Ultrasonic inspections: at intervals not to exceed 12 months. Eddy current inspections: at intervals not to exceed 36 months. For all A/P's on which Mod. PM6000 is accomplished prior to assembly of main support beam into wing Accomplished Whichever occurs later: -within 8 years since new; or -within 8 years since new right and left main support beams are installed. Ultrasonic inspections: at intervals not to exceed 2 years. For all A/P's on which Mod. PM6000 is accomplished after assembly of main support beam into wing. Accomplished Within 2 years after installation of Modification PM6000 Ultrasonic inspections: at intervals not to exceed 2 years B. Cracks in the main landing gear main support beam must be repaired, prior to further flight, in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. Installation of main support beam, part number EDO3-5007/8 (Modification PM5928) constitutes terminating action for the requirements of this AD. D. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Standardization Branch, ANM-113. E. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the modifications required by this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This AD supersedes AD 87-13-03 (Amendment 39-5654) which became effective on July 30, 1987. This amendment (39-6193, AD 89-09-06) becomes effective on May 16, 1989.